Vehicle with contactless throttle control

ABSTRACT

A vehicle power control that includes a throttle mounting portion and a throttle that is movably mounted to the throttle mounting portion and configured for manipulation and operation by a rider. The power control also includes a sensor in contactless association with at least one of the throttle and throttle mounting portion. The sensor is configured for sensing a position of the throttle with respect to the mounting portion, in the contactless association, and generating a signal based on the sensed position for controlling motive power of a vehicle.

CROSS-REFERENCE TO RELATED APPLICATION

This application is a continuation of U.S. patent application Ser. No.11/762,596 filed Jun. 13, 2007 which is a continuation of PCT/US07/70980filed Jun. 12, 2007, which claims the benefit of provisional applicationNo. 60/813,364, filed on Jun. 14, 2006, which are hereby incorporatedherein by reference.

FIELD OF THE INVENTION

The present invention relates generally to a control for powering avehicle, and more particularly, a contactless vehicle power control.

BACKGROUND OF THE INVENTION

Vehicles are known with throttle controls that are mechanical andelectrical. An example of an electrical throttle control is in U.S. Pat.No. 6,581,714, which describes a steering control of a personaltransporter, where the steering device uses a potentiometer coupled tothe handlebar for generating a steering command upon rotation. U.S. Pat.No. 6,724,165 discloses a vehicle that uses a potentiometer as means ofproducing control command. In particular, the throttle is coupled to apotentiometer, where the rotation of the throttle from neutral positionin one direction demands vehicle acceleration, while the rotation ofthrottle in second direction demands regenerative breaking.

Depending on the angular span of the actuating device, such as athrottle, a mechanical amplification is often used to map the mechanicaldomain of the actuation device to the electrical domain of thepotentiometer. Due to the nature of the potentiometer, contact erosionis also possible. Throttle controls that rely on contact between anmanipulable portion and a potentiometer or other throttleposition-sensing device can have poor calibration retention due tosensitivity to environmental conditions, and can wear mechanicalconnections.

Thus, there remains a need to have a vehicle control where the actuatingdevice is in contactless association with a sensing device, which canenable simple, lasting, and accurate means of vehicle control.

SUMMARY OF THE INVENTION

The present invention relates to a vehicle power control that includes athrottle mounting portion, a throttle movably mounted to the throttlemounting portion and configured for manipulation and operation by arider, and a sensor in contactless association with at least one of thethrottle and throttle mounting portion. The sensor is configured forsensing a position of the throttle with respect to the mounting portion,in the contactless association, and generating a signal based on thesensed position for controlling motive power of a vehicle.

Advantageously, the sensor is configured for sensing an absoluteposition of the throttle without requiring movement of the throttle suchas upon powering up the sensor. The vehicle power control system mayalso include a magnetic member having a magnetic field and associatedwith at least one of the throttle and the throttle mounting portion. Inthis arrangement, the sensor is configured to sense the magnetic fieldto sense the position of the throttle. Preferably, the sensor isconfigured for sensing the orientation of the magnetic field to sensethe position of the throttle.

The vehicle power control system also may include a support member forsupporting one of the magnetic member and sensor and for moving said onewith respect to the other to orient the magnetic field in apredetermined orientation when the throttle is in a predeterminedposition. This support member includes a locking member configured forlocking the support member in a predetermined position. When apredetermined position is obtained, the locking member retains theorientation of the magnetic member with respect to the sensor and withthe throttle in a predetermined position for calibrating the sensor. Thepower control system further includes a threaded member having threadsand affixed to the throttle, such that the support member is in threadedassociation with the threaded member. Preferably the support memberincludes first and second threaded portions that are flexible withrespect to each other and that are in a threaded association with thethreaded member. Locking member is preferably configured for flexing thefirst and second flexible portions with respect to each other forgripping threads of the threaded member to rotationally lock the supportmember with respect to the throttle. An advantageous feature of thelocking member is a fastener that is configured for affixing the lockmember by biasing apart the first and second flexible portions withrespect to each other.

The magnetic member generally has magnetic poles so that the magneticfield at the sensor changes orientation as the throttle is moved. As thethrottle is rotatable about an axis, a convenient arrangement is for themagnetic poles to be disposed at different radial and circumferentiallocations with respect to the axis, such as at different eccentriclocations. Conveniently, the magnetic member can be or include apermanent magnet.

In another embodiment, the sensor includes at least one Hall effectsensor. Preferably, the sensor includes a differential Hall effectsensor, such as a differential Hall effect sensor configured for sensingan absolute orientation of the magnetic field without requiring movementof the throttle. The signal from the sensor can be a pulse-widthmodulated signal in which the pulse width is related to the sensedposition.

The throttle further also may include a throttle biasing assembly toresiliently bias the throttle towards a neutral position with respect tothe sensor. This biasing assembly is configured for applying a lesserbias to the throttle toward the neutral position when the throttle isdisplaced from the neutral position on a first side of neutral than whenthe throttle is displaced from the neutral position on a second side ofneutral. Preferably, positioning the throttle in the first side causesthe vehicle engine or motor to provide forward propulsion poweracceleration, and positioning the throttle in the second side activatesregenerative braking or reverse propulsion power from the engine ormotor.

The biasing assembly generally includes a first biasing memberconfigured to bias the throttle in a first direction from the first sidetoward the neutral, and a second biasing member configured to bias thethrottle in a second direction, opposite the first direction. Thebiasing assembly preferably provides greater bias when the throttle ison the second side than on the first side. In an alternative embodiment,the power control has a first and second biasing member, but the sensordoes not have to be in contactless association with one of the throttleand throttle mounting portion.

The biasing assembly is preferably configured such that the firstbiasing member is in biasing association with the throttle when thethrottle is on both the first and second sides, and the second biasingmember is in biasing association with the throttle when the throttle ison the second side and is disengaged from the throttle when the throttleis on the first side. The sensor may be mounted to the throttle mountingportion and be in contactless association with the throttle.

The preferred vehicle includes the vehicle power control, a motorconfigured for providing motive power to the vehicle, and a controllerconnected to receive the signal from the sensor and to cause the motorto operate at a power level or in a mode depending on the position ofthe throttle. The preferred vehicle further includes handle barsconfigured for steering the vehicle, with the sensor associated with thehandle bars, and with a twist throttle mounted to the handle bars foroperating the power and steering the handle bars.

The present invention thus provides an improved vehicle power controlthat can allow, for example, improved reliability and stability whereinthe sensor is in contactless association with the throttle forgenerating a signal based on the sensed position thereof.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a rear view of an embodiment of a vehicle power controlconstructed according to the present invention;

FIG. 2 is a cross-sectional view thereof;

FIG. 3 is a cross-sectional view along plane thereof;

FIG. 4 is a perspective view of an embodiment of a magnet support plugconstructed according to the present invention;

FIG. 5 is a perspective view of an embodiment of a printed circuit boardretainer constructed according to the present invention;

FIG. 6 is a perspective view of an embodiment of a sensor constructedaccording to the present invention;

FIG. 7 is a block diagram showing components used to power an embodimentof a vehicle constructed according to the present invention;

FIGS. 8 and 9 are side and top schematic views, respectively, of avehicle frame thereof; and

FIG. 10 is a block diagram of an electrical system thereof.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Referring to FIG. 1, a preferred embodiment of a vehicle power control70 includes a throttle mounting portion and a throttle. The throttlemounting portion 69 includes a handle bar 48 on which the throttlehousing 61 is mounted. Throttle housing 61 preferably includes an upperhousing 64 and a lower housing 65, which are preferably fastenedtogether, such as by fastener 66 and 68. An emergency kill switch 62 isdisposed on the throttle housing 61, accessible for operation preferablywith a rider's thumb, but can alternatively be disposed in otherlocations. A grip 60 is mounted on the throttle 30 (see FIG. 2) to allowfor easy grasping and rotation of the throttle. A grip 60 is mounted onthe throttle 30 to allow for easy grasping and rotation of the throttle.Preferred grip 60 is made from an elastomer material, although othermaterials can be used as known in the art.

As shown in FIG. 2, sleeve 22 is preferably fixed within throttle 30,and is threaded internally. Magnetic support plug 26 is received, inthreaded association, in the sleeve 22 so that it can be rotatedtherein. The magnetic support plug 26 includes flexible members, whichare preferably threads, that define gaps 19 therebetween. The gaps allowfor shrinkage or other variability in size of the flexible membersduring forming, for example by injection molding, of the magneticsupport plug 26. One the of the gaps is preferably a lock gap 25, whichis preferably larger than the other gaps. The lock gap 25, together witha fastener, for example locking screw 24, facilitates affixing inposition the magnetic support plug 26 within the sleeve 22. The flexiblemembers of the magnetic support plug 26 are sufficiently flexible suchthat the walls 23, 27 of the lock gap 25 preferably sway apart underinfluence of the locking screw 24. By biasing apart the walls 23 and 27,the locking screw 24 imparts additional pressure on the threads of themagnetic support plug 26 and prevents further rotation thereof withinthe sleeve.

Preferably, sensor printed circuit board (PCB) 34 includes a throttleposition sensor 35 mounted thereon. The sensor PCB 34 is preferablyaffixed to the PCB retainer 36 by means of the PCB retainer screw 32. Asshown in FIG. 5, the PCB retainer 36 is preferably in snap-fitassociation with the harmonic dampening weight 40, which itself can beaffixed to the handle bar 48 by means of fasteners 38 and 39. Theretainer 36 includes a pair of extension legs 37, which are preferablyresilient and configured for snap and fit association around groove 33of the harmonic dampening weight 40. The retainer 36 is preferablyassociated with the dampening weight 40 such that wires of the sensor 35that extend from the bottom of the PCB 34 are able to extend along thesensor wire slot 42 of the weight 40. The throttle mounting portion 69is preferably operably designed and configured to mount the throttle 30to the handle bar 48. The throttle 30 is preferably received within thehousing 61 and preferably coaxial therewith, although the throttle 30can be received in other positions and or orientations. The preferredthrottle 30 is a twist throttle, which receives the handle bar 48 forrotation thereabout.

As shown generally in FIGS. 2-6, the handle bar 48 includes an opening51 that is preferably configured to receive lower housing protrusion 49and lock the lower housing 65 against rotational and lateral movement ofthe throttle housing 61 with respect to the handle bar 48. Preferably,when the upper housing 64 is joined to the lower housing 65, thethrottle housing 61 houses forward travel spring 46 and the throttlebias member 44. The throttle bias member 44 is mounted on the handle bar48 and is preferably configured to slidably receive the throttle 30 withprotrusion 43 mating with locking hole 41, such that the throttle biasmember 44 is rotationally coupled or fixed with throttle 30 and can berotated for rotation about the handle bar 48 to couple the bias member44 to the throttle.

Preferably, the forward travel spring 46 is seated against the throttlehousing 61 and throttle bias member 44 to rotationally bias the throttle30 toward the neutral position, when the throttle 30 is on a first sideof the neutral position that would cause the motor to propel the vehiclein a forward direction. The preferred forward travel spring is a coilspring mounted coaxially about the handle bar 48, but other spring orbiasing members can be used.

A reverse travel spring limiter 50 preferably houses a reverse travelspring 52 and is moveable in a direction to compress the reverse travelspring 52, but is prevented from moving in a direction to allow reversetravel spring 52 to expand past a limit position. When displaced fromthis limit position, reverse travel spring 52 biases reverse travelspring limiter 50 against arm 45 to bias the throttle 30 towards theneutral throttle position. Preferably, when the throttle is moved tothis position, arm 45 pushes and cams the limiter 50 to compress spring52. The reverse travel spring limiter 50 and reverse travel spring 52are preferably disengaged from the throttle 30 when the throttle isrotated to the forward side of its movement range. The reverse travelspring limiter 50 preferably has a ledge 51 that protrudes laterallyfrom its direction of motion to engage retainer ledge 53 of the housing61 to limit the maximum extension of the reverse travel spring limiter50. The forward travel spring 46 is preferably configured to exert asofter bias against the throttle than the reverse travel spring 52. Inforward side, the throttle 30 is biased only by the forward travelspring 46, but in the reverse side, both forward travel spring 46 andreverse travel spring 52 act against the throttle 30 and against eachother. However, reverse travel spring 52 is, sufficiently stiff toovercome forward travel spring 46 and create a stiffer bias towardneutral than the forward travel spring 46 does when throttle 30 is inforward side. Thus, the throttle biasing assembly 55 resiliently biasesthe throttle towards the neutral position and preferably applies alesser rotational bias to the throttle 30 toward the neutral positionwhen the throttle is displaced in the forward travel side thereof thanwhen the throttle 30 is displaced from the neutral position in thereverse travel side thereof.

The throttle position sensor 35 is in contactless association with atleast one of the throttle 30 and the throttle mounting portion 69, andas discussed above, is preferably mounted to the handle bar 48, and incontactless association with throttle 30. The throttle position sensor35 is preferably configured for sensing a position of the throttle 30with respect to the mounting portion 69, and generating a signal basedon the sensed position for controlling motive power of the vehicle. Thethrottle position sensor 35 is preferably configured for sensing anabsolute position of the throttle 30 without requiring relative movementof the throttle 30, such as without requiring initial homing movement ofthe throttle 30. A sensed member, which is preferably a magnetic member28 that has a magnetic field and is associated with the one of thethrottle 30 and the throttle mounting portion 69, other than the one towhich the throttle position sensor 35 is mounted. Preferably, thethrottle position sensor 35 is configured to sense the magnetic field,across a contactless gap 21, to sense the position of the throttle 30.The throttle position sensor 35 is preferably configured for sensing theorientation of the magnetic field to sense the position of the throttle30. In the preferred embodiment, the sensor 35 is mounted to thethrottle mounting portion 69 and is in contactless association with thethrottle 30. Alternatively, the sensor can be mounted to throttle 30 andthe signal from the throttle position sensor 35 can be transmittedacross the contactless gap 21 by wireless communication or other meansknown in the art.

As shown in the preferred embodiment of FIGS. 4 and 6, the magneticmember 28 is a cylindrical magnet with a cylindrical axis 71, althoughother shapes of magnets can alternatively be used. The magnetic member28 is preferably a permanent magnet of a magnetic material, such asAlNiCo, SmCo5, or NdFeB. Typically, the magnet is about 5-7 mm indiameter and about 2-4 mm in height, while the dimensions can be varieddepending on the configuration of the throttle assembly. The magneticpoles can be disposed at different locations with respect to the axis ofrotation. The magnetic poles can also be disposed at different eccentriclocations with respect to the axis 71. In the preferred embodiment, themagnetic poles are disposed radially symmetrically with respect to axis71. Most preferably, the axis of rotation is coaxial with thecylindrical axis 71 and/or the throttle axis of rotation. Otherembodiments include configurations with various different spatialrelationship between the magnetic member and the sensor. For example, inone embodiment the relationship between the magnetic field at the sensorand the change in orientation of the throttle is sufficiently nonlinearsuch that electronics or other means of compensation may be required todetermine the position of the throttle.

In the embodiment shown in FIG. 6, the throttle position sensor 35 ismounted generally centrally on the sensor PCB 34, with the magneticmember disposed adjacent thereto, but without contacting the throttlepositioning sensor 35. Preferably, the throttle position sensor 35comprises one or more Hall effect sensors, which can be provided as adifferential hall effect sensor. The differential hall effect throttleposition sensor 35 may be configured for sensing an absolute orientationwithout requiring movement of the throttle. In the preferred embodiment,the throttle position sensor 35 is a AS5040 10-bit programmable magneticrotary encoder available from Austriamicrosystems, but other sensorswith similar characteristic can be used. Preferably, the verticaldistance between the magnetic member 28 and the throttle position sensor35 should be about 0.5 mm to 2.5 mm, and more preferably about 1.8 mm.The magnetic member axis 71 is preferably aligned within about 0.10 mmand 0.50 mm, and more preferably within about 0.25 mm, of the center ofthe throttle position sensor 35. Dimensions can be varied depending ontypes of magnet used and the configuration of the throttle assembly. Inthe preferred embodiment, the signal from the throttle position sensor35 is a pulse-width modulated signal in which the pulse-width modulatedsignal is related to the sensed position. Alternative output signal fromthe throttle position sensor 35 can be, for example, a serial bitstream.

In the preferred embodiment, the throttle position sensor 35 iscalibrated by rotating the threaded magnetic support plug 26, whichcarries the magnetic member 28, with respect to throttle 30 and/or thesensor, and fixing in position with respect to the throttle 30 bytightening the locking screw 24 when a desired signal is received fromthe sensor 35 and the throttle 30 is in the neutral or predeterminedposition.

In the preferred embodiment, vehicle power control 70 controls themotive power of a vehicle. The vehicle preferably includes a motorconfigured for providing motive power to the vehicle, and a controllerconnected to receive the signal from the throttle position sensor andconfigured to cause the motor to operate at a power level depending onthe position of the throttle. Preferably, the vehicle further includesthe handle bar/sensor/throttle assembly, as described above. Morepreferably, the vehicle is an electric scooter, such as described inU.S. Pat. No. 6,047,786, the content of which is expressly incorporatedherein by reference thereto. In the preferred embodiment, the scooterhas two wheels, a front steerable wheel and rear drive wheel, however,the present invention can be incorporated in vehicles having multiplewheels, for example, those having three, four, or more wheels.

Referring to FIG. 7, while the vehicle of the present invention can bepowered by a variety of suitable power plants, such as internalcombustion engines, a preferred embodiment is powered by an electricmotor 100. Motor 100 can be a three-phase, slotted, brushless, permanentmagnet motor, as described in U.S. Pat. No. 6,326,765, the content ofwhich is expressly incorporated herein by reference thereto. Otherembodiments can include motors with different specifications andconfigurations. In particular, motors having different numbers of poles,or having greater or lesser power and torque, can be used.

In the preferred embodiment of a scooter, motor 100 receives athree-phase voltage from motor controller 102. The motor controller 102has the battery DC voltage as its input and converts the battery voltageto a three-phase output to the motor 100. Alternatively, capacitors canprovide DC voltage to the motor controller 102 instead of batteries orin combination with batteries. Preferably, motor controller 102 outputsa modulated signal, such as pulse width modulation, to drive the scootermotor 100. The motor controller 102 preferably includes high-powersemiconductor switches which are gated (controlled) to selectivelyproduce the waveform necessary to connect the battery pack 104 to thescooter motor 100. Other embodiments can use different suitablecontrollers or similar devices as known in the art.

The throttle position sensor 35 is preferably operably configured totranslate a rider input from the throttle 30 into an electrical signalto operate in a forward traveling mode, a reverse traveling mode, aregenerative braking mode, or a combination thereof. In the regenerativebraking mode the signal is transmitted to a regenerative braking controlmodule 84, including a microprocessor on the scooter controller 118.Preferably, sensor PCB 34 has three wires: a power lead 76, a ground 78,and a signal wire 80. The wires are preferably arranged to exit throughthe sensor wire slot 42, as shown in FIG. 5. The control module 84further receives input signals from at least one process monitoringsensor 86. The process monitoring sensor 86 preferably providesinstrumentation data such as drive wheel speed, front wheel speed, andvehicle accelerometer measurements.

The braking system can be configured to apply a regenerative brakingtorque to the drive wheel when the sensor 35 signals a regenerativebraking command and the process sensors signal a drive wheel velocitythat is greater than zero. A preferred embodiment of regenerativebraking system is described in U.S. Pat. No. 6,724,165, the content ofwhich is expressly incorporated herein by reference thereto. Preferably,the braking torque increases with an increase in a signal from thesensor 35 as controlled by the rider. In essence, during theregenerative braking mode, the motor preferably acts as a generatorsupplying current to the battery, which loads down the generator andthereby causes a braking action.

Battery pack 104 preferably includes sufficient batteries connected inseries to provide at least 100 VDC, although alternative embodiments canprovide lesser voltages. The battery pack 104 preferably includes nickelmetal hydride (Ni-MH) batteries, for example, 30 amp-hour, 120 voltNi-MH batteries, although other battery types, such as lead-acidbatteries, NiZn batteries, or lithium ion batteries, can also be used.Regardless of which types of batteries are used, the batteries of thepresent invention are preferably rechargeable. In one embodiment, abattery charger 106 is used to recharge battery pack 104. Batterycharger 106 preferably resides on-board the scooter and is connectableto an AC outlet via a plug 108 or the like. Alternatively, the batterycharger 106 can be separate from the scooter and is connected to thescooter only during, for example, high-current charging sessions.

Scooter controller 118 preferably sends signals to the motor controller102, the battery charger 106 (when provided on-board the scooter), andthe charge controller 160. The charge of the battery pack 104 ismonitored via a battery monitor 120, which in turn is connected to thescooter controller 118 to provide information which can affect theoperation of the scooter controller 118. The energy state of the batterypack 104 is displayed on a battery gauge 122 so that the rider canmonitor the condition of the battery pack 104.

Charge controller 160 is capable of controlling power to a nominal 120volt DC battery pack, which can be, for example, the battery pack 104. Apreferred embodiment of charge controller 160 is described in U.S. Pat.No. 5,965,996, the content of which is expressly incorporated herein byreference thereto. While several suitable charging schemes can be used,the charge controller 160 preferably charges a battery pack by firstusing a constant current until the battery pack reaches about 140 volts,then applying a constant voltage at about 140 volts, and then reapplyinga constant current until the battery pack reaches about 156 volts. Eachof these voltage set points can be specified and varied under thecontrol of the scooter controller 118. Battery gauge 122 is preferablyprovided to show the battery and charging status.

Referring to FIGS. 8 and 9, a preferred embodiment of a scooter 130 hasa scooter frame 132, such as disclosed in U.S. Pat. No. 6,047,786. Thescooter motor 100, along with its associated gear box, drives the rearwheel 134 of the scooter, and is preferably positioned in the vicinityof the frame 132 and the rear wheel 134. The battery pack 104 ispreferably arranged low in the frame 132 to provide a relatively lowscooter center of gravity. While FIGS. 8 and 9 show the battery pack 104to be a linear arrangement of batteries having substantially similarvertical positions, in other embodiments the batteries can be arrangedin different configurations so as to optimize space in the scooterframe. For example, a scooter frame can preferably include nickel metalhydride (Ni-MH) batteries, for example, 30 amp-hour, 120 volt Ni-MHbatteries. In other embodiments, the scooter can hold about 10 12-voltsealed lead-acid (SLA) batteries, each battery having about a 16amp-hour rating for a total of approximately 1.9 kilowatt hours at 120volts. Alternatively, each battery can have a rating of about 26amp-hours for a total of 3.1 kilowatt hours at 120 volts. Because the 26amp-hour batteries, however, are larger than the 16 amp-hour batteries,the larger batteries occupy more space within the frame.

In a first preferred embodiment, the battery supply 104 includes 30amp-hour, 120 volt Ni-MH batteries. In alternative embodiments, thebattery supply can include lead acid 16 or 18 amp-hour batteries. Thelower amp-hour rating batteries are preferably used when the scooter isdesigned to commute only a small distance within an urban area, whereasthe 26 amp-hour batteries are preferably used when the scooter isdesigned to travel in suburban as well as rural areas with a longercommuting distance. In another embodiment, nickel zinc (Ni—Zn) batteriesor lithium ion batteries can be used instead of the lead-acid type.Alternative embodiments can also include other types of batteries orpower storage devices.

In the preferred embodiment, a battery charger is preferably included tocharge the batteries from an external power source. The battery chargercan preferably be plugged into a 120 volt, 60 Hz AC power supply or a220 volt, 50 Hz AC power supply.

In another embodiment, capacitors are used in combination withbatteries, and in a further embodiment, capacitors are used instead ofbatteries. For example, ultra-capacitors can take a charge and releaseit at a faster rate, and in some applications, ultra-capacitors can besuperior to batteries in delivering load currents to the motor whenaccelerating. Power management and electronic controls for capacitorscan be simpler than for batteries.

FIG. 10 illustrates the scooter motor controller 102 of the preferredembodiment in conjunction with the scooter motor 100 and the batterypack 104. Motor controller 102 preferably includes three IGBTs(insulated gate bipolar transistors). These IGBTs preferably have a peakrating of about 400 amps and about 600 volts in this embodiment, and cansustain a maximum continuous current of about 100 amps. The inputvoltage applied to the IGBTs in this preferred setup is the 120 voltnominal battery bank 104, which can be implemented either as lead-acidbatteries typically having about a 80-130 volt operating range, Ni—Znbatteries having about a 90-140 volt operation range, or other types ofbatteries, such as Ni-MH.

In the embodiment of FIG. 10, the throttle can serve the dual role ofdemanding vehicle acceleration and also regenerative braking. Thethrottle 30 is preferably a bi-directional twist grip throttle. Rotationof the throttle 30 in the forward travel side from the neutral positiondemands vehicle acceleration, and rotation of the throttle 30 in thereverse travel side from the neutral position demands regenerativebraking or reverse vehicle acceleration, depending on the configurationof the vehicle power control assembly.

Additionally, rotation of the handle from the neutral position in thereverse side can include a plurality of subranges. For instance,movement over a first subrange can demand regenerative braking, andmovement over a second subrange can demand another type of braking. Inone example, the first subrange can include a rotational displacementwithin about the first 25% or 10% of the range, and the second subrangecan include a displacement within the remaining range of motion.

In another embodiment, the throttle 30 is capable of rotating from theresting neutral position about the handle in a first direction only(i.e., non-bidirectional). The first direction can include single ormultiple subranges with each subrange of the throttle 30 providingdifferent functionality. In one embodiment, the first direction islimited to a single subrange and rotation of the throttle 30 in thefirst direction provides forward propulsion power. In anotherembodiment, first direction includes multiple subranges and rotation ofthe throttle 30 in the first direction from the resting position over afirst subrange to a first rotation position can demand regenerativebraking, and further rotation of the handle from the first rotationposition over a second subrange to a second rotation position can demandvehicle acceleration. In one example, the first subrange can include arotational displacement preferably within about the first 5% to 15% ofthe total range, more preferably within about 10% of the total range,and the second subrange can include a displacement within the remainingrange of motion. In another embodiment, a brake control, such as a handlever or foot pedal, with a first portion of the brake control travel,such as about 10%, activates regenerative braking, and further actuationactivates one or more different types of braking, such as frictionbraking, in addition to or instead of the regenerative braking. In afurther embodiment, the first direction includes a single range only andpositioning of the throttle 30 in this direction provides forwardpropulsion power.

Also, the throttle 30 can allow the vehicle to have reverse capability,such as for very low-speed maneuvering (for example, at speeds with feeton the ground), although other vehicles can have varying reverse speeds.In the preferred embodiment, maximum driving torque in reverse isgreatly reduced compared to forward driving torque, and the vehiclespeed is limited to about 5 mph or to a walking speed. In oneembodiment, the rider can preferably enable reverse operation via aswitch on the handlebars. In another embodiment, the twist-grip throttle30 operates the vehicle in reverse when a switch on the handlebars ispositioned in reverse mode. In yet another embodiment, controller 118determines whether the motor is operated for regenerative braking orreverse power. This determination can be made, for example, depending onthe present speed of the vehicle (vehicle preferably includes speedsensor connected to the controller 118). Preferably, twisting thehandgrip in the counter-clockwise direction when viewed from theright-hand side of the vehicle will control forward throttle, whiletwisting the handgrip in the opposite direction will controlregenerative braking in normal forward operating mode, and reversetorque in reverse mode.

In another embodiment, rider controlled regenerative braking demand ismanaged by an actuating device that is separate from the vehicleacceleration throttle 30. The separate actuating device can be anotherhand-brake, a thumb lever, or a foot pedal, among others. In thisembodiment, the throttle is used only for forward or reverse power.

The term “about,” as used herein, should generally be understood torefer to both the corresponding number and a range of numbers. Moreover,all numerical ranges herein should be understood to include each wholeinteger within the range.

While illustrative embodiments of the invention are disclosed herein, itwill be appreciated that numerous modifications and other embodimentscan be devised by those skilled in the art. Features of the embodimentsdescribed herein, can be combined, separated, interchanged, and/orrearranged to generate other embodiments. Therefore, it will beunderstood that the appended claims are intended to cover all suchmodifications and embodiments that come within the spirit and scope ofthe present invention.

1. A vehicle power control, comprising: a throttle mounting portion; athrottle movably mounted to the throttle mounting portion and configuredfor manipulation and operation by a rider; a magnetic member having amagnetic field; a sensor in contactless association with at least one ofthe throttle and throttle mounting portion, the sensor configured forsensing a position of the throttle with respect to the mounting portion,in the contactless association, and generating a signal based on thesensed position for controlling motive power of a vehicle; a supportmember supporting one of the magnetic member and sensor for moving saidone with respect to the other to orient the magnetic field in apredetermined orientation when the throttle is in a predeterminedposition; and a locking member configured for locking the support memberin said predetermined position when such position is obtained to retainsaid orientation of the magnetic member with respect to the sensor withthe throttle in said predetermined position for calibrating the sensor.2. The power control of claim 1, further comprising a threaded memberhaving threads and fixed to the throttle, wherein: the support member isin threaded association with the threaded member and comprises first andsecond threaded portions that are flexible with respect to each otherand that are in said threaded association; and the locking member isconfigured for flexing the first and second flexible portions withrespect to each other for gripping threads of the threaded member torotationally lock the support member with respect to the throttle. 3.The power control of claim 2, wherein the locking member comprises afastener.
 4. The power control of claim 1, wherein the sensor isconfigured for sensing an absolute position of the throttle withoutrequiring movement of the throttle.
 5. The power control of claim 1,wherein rotation of the throttle from a neutral position in a first sidedemands acceleration, and rotation in a second side demands regenerativebraking or reverse power.
 6. The power control of claim 1, wherein thesupport member supports one of the magnetic member and sensor, thesupport member having walls that can be biased apart.
 7. The powercontrol of claim 1, further including a reverse travel spring limiterhaving a reverse travel spring and movable in a direction to compressthe reverse travel spring but prevented from moving in a direction toallow reverse travel spring to expand past a limit position.
 8. Avehicle power control, comprising: a throttle mounting portion; athrottle movably mounted to the throttle mounting portion and configuredfor manipulation and operation by a rider; a magnetic member having amagnetic field; a sensor in contactless association with at least one ofthe throttle and throttle mounting portion, the sensor configured forsensing a position of the throttle with respect to the mounting portion,in the contactless association, and generating a signal based on thesensed position for controlling motive power of a vehicle; and athrottle biasing assembly to resiliently bias the throttle towards aneutral position with respect to the sensor, the biasing assembly beingconfigured for applying a lesser bias to the throttle toward the neutralposition when the throttle is displaced from the neutral position on afirst side thereof than when the throttle is displaced from the neutralposition on a second side thereof.
 9. The power control of claim 8,wherein rotation of the throttle from the neutral position in the firstside demands acceleration, and rotation in the second side demandsregenerative braking or reverse power.
 10. The power control of claim 8,wherein the biasing assembly comprises: a first biasing memberconfigured to bias the throttle in a first direction from the first sidetoward the neutral; and a second biasing member configured to bias thethrottle in a second direction, opposite the first direction, to providethe greater bias when the throttle is on the second side than on thefirst side.
 11. The power control of claim 8, wherein the biasingassembly is configured such that: the first biasing member is in biasingassociation with the throttle when the throttle is on both the first andsecond sides; and the second biasing member is in biasing associationwith the throttle when the throttle is on the second side and isdisengaged from the throttle when the throttle is on the first side. 12.The power control of claim 8, wherein rotation of the throttle from aneutral position in a first side demands acceleration, and rotation in asecond side demands regenerative braking or reverse power.
 13. The powercontrol of claim 8, further including a support member that supports oneof the magnetic member and sensor, the support member having walls thatcan be biased apart.
 14. The power control of claim 8, further includinga reverse travel spring limiter having a reverse travel spring andmovable in a direction to compress the reverse travel spring butprevented from moving in a direction to allow reverse travel spring toexpand past a limit position.